Renault celebrates its 75 years of history in Spain with a limited edition for its "most Spanish" models. The Renault Captur and Renault Austral launch the 75th anniversary limited edition that combines design, technology, and enhanced equipment. They are already on sale.

Renault does not stop the celebrations for its 75th anniversary in Spain. With more than half a century of history linked to the Spanish automotive industry, Renault is one of the car manufacturers with the greatest presence in the Spanish landscape. And to celebrate such an important anniversary as it deserves, Renault has announced a new and very interesting limited edition for its "most Spanish" models.

The Renault Captur and Renault Austral launch the 75th anniversary limited edition. It is already available for sale and stands out for combining design, technology, and enhanced equipment. There will be a limited number of units of each model and each one will be delivered with a welcome pack containing a unique detail along with 500 euros gift for refueling LPG and gasoline at Repsol service stations.

New Renault Captur 75 Anniversary, for less than €20,000 and with ECO label

We begin the review of these limited editions by focusing on the new Renault Captur 75 Anniversary. The production will be limited to 750 units and, in terms of price, it will be positioned at the entry level of the Captur range. You can check all the prices and versions of the Renault Captur in its specifications. Next, we take a look at the most outstanding standard equipment:

Renault Captur 75 Anniversary Equipment

• Multiple airbags (front, side and curtain)
• LED headlights
• LED daytime running lights
• LED rear light groups
• Automatic lights on and rain sensor
• Tinted rear windows
• Electrically adjustable exterior mirrors
• Interior rearview mirror with day/night function
• 7-inch digital instrument cluster
• Infotainment system with 10.4-inch touchscreen
• Android Auto and Apple CarPlay
• USB connection
• Bluetooth
• Digital radio
• Automatic climate control
• Electric windows
• Remote central locking
• Ambient lighting system
• Fabric upholstery
• Front center armrest
• Adjustable driver’s seat height
• Adaptive cruise control and speed limiter
• Intelligent speed assistant
• Rear parking sensors
• Rearview camera
• Safety alert system
• Lane change alert and prevention
• Front emergency braking system
• Hill start assist
• Tire pressure monitoring
• Emergency call e-Call system

Price of the Renault Captur 75 Anniversary in Spain

Current prices from November / 2026 with discounts and promotions

Regarding the mechanical section, the Captur 75 Anniversary is available with only one engine option. And it brings the ECO environmental label from the DGT with the mobility advantages it entails. If we take a look under the hood, we will find a 1.2 ECO-G engine with 120 CV and 200 Nm of maximum torque. This engine can run on gasoline and LPG (Liquefied Petroleum Gas). It is managed through a six-speed manual transmission and features a front-wheel drive configuration.

New Renault Austral 75 Anniversary, hybrid technology "Made in Spain"

The "older brother" of the Captur also launches this limited edition. And it will be more exclusive. There will only be 500 units of the new Renault Austral 75 Anniversary. Starting from the evolution trim level, it offers expanded standard equipment. You can know all the trims and prices of the Renault Austral in its specifications. Next, we review the most outstanding standard equipment:

Renault Austral 75 Anniversary Equipment

• Multiple airbags (front, front center, side and curtain)
• Adaptive vision LED headlights
• LED daytime running lights
• LED rear light groups
• Automatic high beam headlight control
• Automatic lights on and rain sensor
• Electrically adjustable and folding exterior mirrors with heating
• 12.3-inch digital instrument cluster
• Infotainment system with 9-inch touchscreen
• Navigator
• Android Auto and Apple CarPlay
• USB connection
• Bluetooth
• Digital radio
• Dual-zone automatic climate control
• Electric windows
• Electric parking brake
• Remote central locking
• Front center armrest
• Front seats height adjustable
• Adjustable multifunction steering wheel in height and depth
• Front, side and rear parking sensors
• Rearview camera
• Blind spot detection and lane change prevention
• Hill start assist
• Automatic emergency braking with pedestrian and cyclist detection
• Parking exit warning in reverse
• Speeding alert
• Traffic sign recognition
• Emergency braking assistant
• Driver recognition system
• Lane change alert and prevention
• Tire pressure monitoring
• Emergency call e-Call system

Price of the Renault Austral 75 Anniversary in Spain

Current prices from November / 2026 with discounts and promotions

Under the hood of the Austral 75 Anniversary, there is an electrified engine. Renault bets on self-recharging hybrid mechanics (HEV). It combines a 1.2 TCe gasoline engine with two electric motors to reach 200 CV. It is managed through a multi-mode automatic transmission and a front-wheel drive system. Since it is a hybrid car, it also displays the ECO label from the DGT.

The multiple world rally champion, now focused on raids, has yet to confirm his plans for the upcoming Dakar edition. The Frenchman admits that sharing a team with Fernando Alonso is not off the table.

In recent weeks, the option for Fernando Alonso to participate in the upcoming Dakar Rally has lost momentum due to the frenzy of Formula 1 and the ongoing problems Aston Martin is having with Honda, but it remains a possibility.

It is true that the Spanish driver has publicly insisted on several occasions that balancing Formula 1 with the Dakar Rally is probably too demanding. Moreover, Alonso has always been very methodical when preparing for any competition, and this move would be made with hardly any tests. Like the one he recently did in Morocco with the Prodrive Dacia Sandrider.

However, many insiders insist that Prodrive has reached an agreement with Aston Martin to turn the last champion car into an inspiration from the Dreadnought and that one of its drivers will be Fernando Alonso.

A lot of uncertainty and few certainties

The Dakar Rally 2027 was supposed to be held in Saudi Arabia, as in the last editions. However, the war between Iran and the United States and its consequences in various parts of the Middle East have forced organizers to move it to Portugal and Morocco.

What is not clear at all is which teams several of the heavyweights in the raid world will compete for. Specifically, those who have been part of the Dacia team this last season. The contract of the Romanian brand belonging to the Renault Group with Prodrive expires this month of November, so it will be starting now when we find out where their official drivers end up.

Nasser Al-Attiyah will probably join Ford alongside Carlos Sainz and Nani Roma, while Sébastien Loeb looks set to continue with Prodrive... alongside Fernando Alonso. Something he himself has even recognized as a possibility during his presence in Asturias to pay tribute to the aforementioned Sainz.

"Perhaps this week we will know more. Another new friend from Spain. First Carlos Sainz, then Dani Sordo, and now Fernando Alonso. It's a possibility," Loeb said when asked about this matter.

The Frenchman also acknowledged that he has not had much interaction with Fernando Alonso until now: "A little. Not much. We have crossed paths a few times, but not much until now." Everything indicates that this will change from now on and that we will soon have news regarding this.

The latest Tesla earnings call left an eloquent omission. The management glossed over one of the most voted questions by its shareholders: what will happen to the millions of drivers with Hardware 3 who paid for an autonomous FSD that their cars cannot move.

During the third-quarter financial results presentation, the Say platform once again channeled the doubts of the company's small investors. Those who closely follow Tesla know the mechanism: shareholders send their questions, others vote supporting them with the weight of their shares, and management responds live to the most supported ones.

On this occasion, the fifth question with the most support accumulated 557 votes and the weight of 652,900 shares. It posed a direct question: when will users of cars with Hardware 3 processors know if they will have a free equipment replacement and when will the brand present a clear plan. However, the company's investor relations officer, Travis Axelrod, read nine questions from the portal and skipped directly over this one.

A Deliberate Jump in the List of Questions

According to the U.S. media Electrek, the omission can hardly be attributed to oversight. Tesla indeed chose to respond to questions about the revenues from the Optimus robot or the mapping for the autonomous driving system, two topics that had less supported shares on the platform than the doubt about the processor of veteran vehicles. Even the training of Optimus was addressed, a matter that didn't even rank among the top ten in the voting.

The silence contrasts with the intervention of Ashok Elluswamy, head of artificial intelligence at the company, who did answer another question about when the autonomous system without supervision would reach customers' cars. His response set the horizon for the second quarter of 2027, linked to the FSD v15 version. It is a timeline oriented to the Hardware 4 processor, leaving the previous generation in limbo.

The origin of the problem was set by Elon Musk himself in early 2026, when he admitted in another conference that Hardware 3 lacks the technical capability to enable autonomous driving without supervision. The technical reason is evident: the veteran computer barely offers an eighth of the memory bandwidth managed by Hardware 4. That statement was a cold shower for those who had purchased the package trusting the promise that their cars came equipped with everything necessary from the factory.

Previous Promises Without Defined Dates or Costs

This is not a new issue on the company's agenda, although previous responses have been vague. In April of this year, Musk spoke about the possibility of creating microfactories in large cities to replace cameras and computers, and even suggested discounts for changing vehicles. Three months later, the brand's top officer pointed out that an update would make sense at some point, hinting at jumping directly to a future board or to the new generation AI5 architecture.

To this day, there is no official budget, timeline, or replacement procedure for users. The closest these vehicles have been to recent software has been the delivery of the FSD v14 Lite version, a trimmed variant that maintains the need for constant supervision and falls far short of the originally promised capabilities.

Let’s be honest: putting figures on this update represents a first-order financial problem. Replacing processors and cameras in an estimated volume of around 4 million cars, or financially compensating their owners, implies a gigantic cost. Every word spoken in an earnings call is also recorded for the courts, where pressure on the company continues to grow.

Class Actions Tighten the Noose

The autonomous driving package was initially marketed for amounts that reached up to 15,000 dollars under the explicit premise that the vehicle had all the necessary hardware. Given the lack of practical solutions, owners have turned to the courts through class actions in the United States, China, and Australia.

In Europe, the legal front is also advancing. In the Netherlands, a class action already gathers nearly 7,000 owners of vehicles with Hardware 3 backed by a law firm. Documentation from the Dutch regulator RDW also reveals a relevant fact: Tesla has only submitted for homologation for the advanced autonomous driving functions in Europe the vehicles equipped with Hardware 4 architecture.

Ignoring the question in front of shareholders saves uncomfortable explanations during a financial conference, but does not solve the real problem on the streets. There are millions of drivers who paid upfront for a function that their current processor cannot execute, and sooner or later the brand will have to clarify whether it will assume the renewal of the equipment or leave the matter in the hands of the judges.

Header image generated by AI

Jeep has introduced a concept of the Wrangler designed for fast desert driving. It features a pick-up body, a 476 hp V8 HEMI engine and an independent front suspension that replaces the usual off-road setup.

The Wrangler Scrambler SRT Concept recovers the name and some of the inspiration from the CJ-8 Scrambler of the eighties. Jeep has conceived it to traverse uneven terrains at high speeds, with an open body, a small cargo box, and a 476 hp V8 HEMI. It also debuts an independent front suspension, an unprecedented solution in a Wrangler with these characteristics. This type of suspension allows each wheel to respond separately to bumps.

Jeep presents the vehicle as a concept of design and engineering. It has not announced a production version or a release date. Its approach moves away from the off-roader focused on overcoming obstacles at low speed and prioritizes control when driving fast in the desert.

Independent front suspension and competition rear axle

The most notable technical change is under the body. The long-travel independent front suspension has been developed with Casey Currie, an off-road competition driver. According to Jeep, it aims to improve steering precision, wheel control, and stability on uneven surfaces.

At the rear, it uses a axle inspired by Trophy Trucks, competition vehicles prepared for desert racing. Jeep has also modified the rear structure and added a safety cage. The brand has not released figures on the suspension travel, ground clearance, or top speed of the concept.

The engine is a 476 hp V8 HEMI with 637 Nm. Jeep has not specified the displacement or the transmission in its statement. The power matches that of the Wrangler Rubicon 392 Final Edition, although this does not confirm that both models share exactly the same mechanical configuration.

Rear seats that can rotate or be removed

The body also distinguishes itself from the conventional Wrangler. Jeep has elongated the doors, redesigned the rear, and integrated a cargo box. The Punk’n orange finish and the sharknose-inspired front complete its look as a desert-ready pick-up.

The rear seats can be removed or rotated 180 degrees so that passengers face backwards. They are secured by anchors on the floor. When removed, there is space to load gear in the rear area. Jeep has not detailed the load capacity or how occupant protection varies in each configuration.

The brand thus envisions two uses for the cabin: carrying passengers in the second row or clearing the rear to transport items. It is an unusual solution in vehicles of this type and complements the integrated cargo box.

The relationship between the Wrangler and a pick-up body already exists in the Jeep Gladiator, a production model with four doors. The Scrambler SRT Concept explores a different formula, shorter and oriented to fast driving off-road.

Jeep has not confirmed whether it will bring these solutions to a production model. For now, the independent suspension, the competition rear axle, and the reversible seats are only part of this concept.

The future of the C segment icon is linked to the development of the RG EV Medium 2.0 platform, which will also be the basis for both the next generation Scénic and the electric Rafale.

The Renault Mégane has been active for five generations since its appearance over 30 years ago, replacing the Renault 19 with a recipe for every customer (hatchback, sedan, family body styles and the attractive Mégane Coupé and Cabrio). This recipe is going to change with the next generation, which we expect for 2028 and which will be based on the RG EV Medium 2.0 platform from the diamond brand.

During this year we have seen how Renault changed part of its recipe of the current Mégane E-Tech. Now the battery of the entry-level model is LFP chemistry with a capacity of 67 kWh compared to the previous version with NCM chemistry with 60 kWh (in addition to a higher level with NCM battery of 89 kWh). This way it gains a bit more range (from 430 to 467 km in WLTP mixed cycle).

The Renault Mégane will change significantly for 2028

But Renault wants to do things differently with the next Renault. First, it is expected to be different aesthetically compared to the current model, a kind of hatchback with a very raised waistline that is very different from the sporty model we knew in the previous generation. A car that seemed much closer to the spacious Scénic, although it maintains compact proportions with its 4.2 meters in length (in the case of the Scénic it is 4.47 meters).

The car has notably improved its performance and offer since its launch a few years ago, but it is not a car that has gained traction like other electric vehicles on the market - in addition to the fact that the fleet of electric cars by the end of 2026 bears no resemblance to the existing offer five years ago. Therefore, Renault is already working on the next Mégane at the brand's Technocentre in Paris.

The electric motor will move to the rear axle with the new platform

The biggest novelty is that the motor moves from the front axle to the rear, as part of the adoption of the RG EV Medium 2.0 platform. This means it will go underneath the rear seats, managing to reduce the weight and the necessary wiring in such a way that it can lighten weight while limiting costs per unit produced. A way to gain more for each unit sold, which they are paradoxically achieving more in smaller cars than in larger ones.

«Front-wheel drive is problematic for driving, height, and handling, it was very difficult to tune the current Scénic and Mégane,» said technology chief Philippe Brunet to the British media Auto Express. This platform will also be used in the future generations of the Scénic, as well as the Rafale that will also have a 100% electric variant.

It will not be a retro-looking car, like other Renault successes

These platforms will be able to provide more freedom in designing models, without having to resort to SUV height as we have seen in the Renault 8 Gordini Concept or the Alpine A310 Vision. This leads us to its look. Could we see a retro shape, a return to the style of the original Mégane or the Mégane Coupé that many fell in love with in rallies with that Maxi Kit Car version or those Mégane Supercopa and Mégane Trophy on circuits?

It does not seem to be the case: Renault seems to be aiming to separate it from the ‘retro’ Renault 5 E-Tech, Twingo E-Tech or Renault 4. According to their design chief, Laurens Van den Acker, «the design language is going to be more subdued. As you have seen in the E-Space, it’s very modern, but controlled at the same time. When the product is more expensive, cars have to become more timeless. We want to make the cars a bit more serious… but at the same time we are a Latin brand. Not as cold as the Germans or as hot-blooded as the Italians,» he stated.

More power and all-wheel-drive versions

It is expected that cars based on this platform will be offered both with a 100% electric variant and with an extended-range electric (E-REV), with a combustion engine. The BEVs aim for around 750 km of range, according to Renault's promise, while the E-REVs (series hybrids) aim to achieve around 1,400 km of range.

It is also expected that power will increase, with an electric motor raising the performance from 220 hp and 300 Nm of the current Mégane E-Tech to 275 hp and 350 Nm, in addition to all-wheel-drive versions. Not to forget that Renault's factories in Spain, the one in Valladolid and Palencia, will have a lot to do with the future of the brand's electric cars as they already have future models assigned.

The Italian climbed onto the podium after a fantastic pass on Charles Leclerc and is crowned the youngest champion in history. Verstappen took advantage of a penalty to Leclerc and fended off attacks from Hamilton. Bad day for Sainz and new retirement for Alonso.

What seemed like an unbeatable record, just "16 years ago," fell on November 1, 2026. And perhaps it is no longer unbeatable, but the margin is very narrow. In his second season as a Formula 1 driver, only two months after turning 20, Andrea Kimi Antonelli has completed his emergence to become the Formula 1 world champion, giving Italy its fourth drivers' title and the first since the distant second championship of Alberto Ascari in 1953. He achieved this at the Mexican Grand Prix, where he finished third in a thrilling race won by Max Verstappen.

Knowing the importance of keeping the first position at the start, Lewis Hamilton perfectly executed his launch, with George Russell in his slipstream. However, the Brit suffered a partial power loss well before braking, and was summarily overtaken by Charles Leclerc, Max Verstappen, and Antonelli. With the option to become the leader, Leclerc attacked his teammate with all his might, first in turn 1 unsuccessfully, and then in turn 4.

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Here, controversy arose, as Leclerc, going on the outside, ended up making the turn on the grass, rejoining in first position, while Verstappen took advantage of the situation to pass Hamilton at the next corner, making it difficult for Ferrari to order Leclerc to return positions. In the replay, it was noted that Leclerc was partly forced by the delayed braking of a Hamilton who also briefly went off track. As the pack passed through turn 5, there was another incident when Isack Hadjar was spun out by a Russell who was desperately trying to stop the bleeding.

These incidents were not penalized until lap 13, with just five seconds of penalty for Leclerc and another ten for Russell. Prior to that, Leclerc had already opened a three-second gap over a Verstappen who had chosen to start on medium tires. Behind, Franco Colapinto had a blazing start to move into seventh behind Arvid Lindblad, although both were eventually passed by the two McLarens. Carlos Sainz, for his part, was running in 16th place, having lost position to his teammate Alexander Albon.

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Aston Martin's race lasted just seven laps, in another great farce of the 2026 season for the Silverstone team. Fernando Alonso and Lance Stroll came into the pits after just four laps, revealing the anticipated serious cooling problem. Alonso ended up parking the car in his garage, while Stroll was left stranded on the track, causing a Virtual Safety Car period. From then on, the race went on without too many surprises during its first stint.

After 21 laps, Leclerc reached a five-second margin over Verstappen, but this did not grow or even slightly decreased. On lap 28, one lap after Piastri started the stops for the leaders, both leaders came into the pits, and Verstappen managed to exit ahead of the Monegasque. Meanwhile, Norris had managed to catch up to Russell, who was about six seconds behind Antonelli until he made his stop on lap 34. Seeking to gain position over his countryman, the McLaren driver stopped six laps later and achieved his goal, despite a slow stop due to overshooting the brake.

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Antonelli's stop finally came on lap 44, leaving Verstappen in the lead with a two-second margin over Leclerc, who had a similar margin over Hamilton. Half a minute later, Valtteri Bottas suffered a severe accident when his suspension suddenly broke during braking at turn 1, crashing backwards into the escape barriers. The Finnish driver, with some caution, ended up getting out of the car on his own, but soon after a red flag was thrown following the appearance of the Safety Car.

Hamilton, Russell, and Piastri had taken advantage of the Safety Car to make a second stop, whose effect was completely nullified by the red flag. Initially, Hamilton had lost third place to Antonelli, and Piastri seventh to Lindblad, but it was determined that the order for the restart would be the same as the previous lap, returning these drivers to their previous positions, although all would now have new tires, with everyone choosing to mount soft compounds.

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Leclerc not only had no opportunity to attack Verstappen on the second restart, but was also overtaken by Hamilton and flat-spotted his left front tire under braking. Hamilton, predictably, was briefly forced off the track by the leader when both attempted to enter parallel into the first corner, including a slight touch. In fact, Verstappen was briefly investigated for having started outside his box, but this was quickly dismissed. To top it off, Leclerc lost another position at the start of the next lap thanks to a fantastic late braking by Antonelli.

Penalties were indeed received by Nico Hülkenberg for a collision with Oliver Bearman, who ended up retiring from the race, and Sergio Pérez for a speeding infraction in the pit lane prior to the red flag. Verstappen maintained a margin of just over a second over Hamilton, while Leclerc defended himself as best he could from Norris with his flat-spotted tire. Piastri had lost position to Lindblad on the restart, and while trying to recover it on lap 59, he collided with the Racing Bulls driver, who ended up against the wall with significant damage to both left suspensions. Second Safety Car inbound.

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Restarting the race four laps later, Verstappen denied Hamilton any options and although he closed to just over half a second, he found no way to pressure the Dutchman, whose third victory in four races propels him to second place in the standings. Hamilton scored his seventh podium of the year, nine fewer than an Antonelli who has only missed a top-three position three times this year. Meanwhile, Leclerc held off countless attempts from Norris, including at the last corner, to retain fourth place.

Meanwhile, sixth place means that Russell, who was only considered a few months ago as the only real title contender, falls to fourth in the standings behind Hamilton, with Leclerc getting closer. Behind Piastri, Colapinto won the midfield battle, over Liam Lawson, who maximized every opportunity to gain positions despite starting from the pit lane, taking advantage of a mistake from Pierre Gasly in the restart to steal a point. Sainz also lost ground at that juncture, finishing in fifteenth place, while debutant Ryo Hirakawa finished in 13th place.

For the second consecutive year, Formula 1 celebrates a new champion, someone who, undoubtedly, has done all the necessary merits to fully take advantage of the best car on the grid. Antonelli has early on responded to critics who considered his promotion accelerated and too well positioned, and has validated the trust of Toto Wolff, who did not want to let another Verstappen slip away at any cost. It's still early, but the decision seems to have yielded enough dividends for now. Only time will tell if he is in a position to rewrite the history books.

EBRO accelerates its European expansion. The revived Spanish brand has officially started its operations in Croatia with the opening of its first dealership and announces that they are still looking for new importers to enter other markets. EBRO will market its entire SUV range in Croatia.

EBRO is no longer a brand that operates exclusively in Spain. About six months ago, the revived Spanish vehicle firm entered the international scene. EBRO landed in Portugal and soon after, burst into Bulgaria.

EBRO's European expansion does not stop. EBRO has officially started its operations in Croatia. The brand has opened its first dealership in the Croatian market. Facilities located in Zagreb that will serve as a showcase to introduce its product offering to the local public. EBRO will market its entire SUV range in Croatia. These vehicles, let's remember, are produced in Spanish territory. More specifically, in the so-called EBRO Factory located in the Free Zone of Barcelona.

EBRO arrives in Croatia with its complete SUV range

The arrival of EBRO in Croatia has been made possible thanks to the agreement reached with AUTO HRVATSKA, who acts as the importer and official representative of the brand in both Croatia and Slovenia. The collaboration between both companies began last summer and will be key for the immediate future of the brand in the region.

AUTO HRVATSKA has established an expansion plan for EBRO in Croatia that includes the creation of a network of eight trading and service centers over the next twelve months. Additionally, EBRO has confirmed that it will enter Slovenia in 2027. Although there are currently no further details on this.

While the entire EBRO range will be available in the Croatian market, it is true that the brand expects the SUV S400 and S700 to play a leading role. This makes sense considering the segment they compete in and, above all, their starting price.

Video test of the EBRO S700 PHEV

EBRO's international expansion does not stop

As we have previously pointed out, the international expansion that EBRO has initiated does not stop. After Croatia, it will be Slovenia's turn. But there is still more. Recently, the ambitious plan of the Chery Group for the new EBRO has been revealed. A roadmap that aims to make EBRO a brand capable of competing in the premium segment and, if that wasn't enough, with a global positioning.

The head of EBRO Spain has confirmed that they are still looking for new importers to enter other markets. And although there is no further information on this, we can assume that by the end of next year, EBRO will have announced its entry into other European countries.

A Taycan GTS owner claims that Porsche wants to revoke the battery warranty due to a 5 millimeter deformation in the protective cover. An odyssey in one of the most luxurious electric cars.

A recently purchased Porsche Taycan GTS has a failure within 24 hours. So far, the typical post-sale scare. What comes next has ignited a forum of owners: according to the owner, a British citizen, Porsche would have refused to cover a part like the battery protector, which is not present, due to a 5 millimeter deformation.

The somewhat bizarre story begins with a faulty onboard charger that the sports sedan suffers shortly after leaving a used car dealership, where a customer had acquired the unit. The owner informs the seller, and he transfers the car to an official Porsche service to replace it. What is expected. But everything changes in the next call.

When the onboard charger is the least of your worries

The official Porsche service informs him that the battery warranty is voided because the panel protecting the battery pack underneath has a localized deformation of about 5 millimeters. Just removing this cover to check for damage would cost about 4,500 pounds (at the current exchange rate, 5,380 euros), and if the battery tray is damaged, the replacement would amount to approximately 47,800 euros.

The Porsche dealership service advisors take a series of images, like the one you see above these lines, showing the owner, who understands that they are perfectly compatible with normal car use, without significant dents. But this is nothing compared to what this unit of the Taycan range accumulates.

The most delicate part is what, according to the owner, was told to him by the Porsche service advisor. That is, the dealership was already aware of this car, having performed a 111-point inspection with a view to selling it as a used “Approved” vehicle, and when it supposedly detected the damage, it decided to get rid of it by sending it to auction.

If this is true, the question is uncomfortable: can a manufacturer put a car with damage it already knew about into circulation, which, according to its own standards, affects the warranty of the most expensive part of the vehicle, without the next buyer knowing?

All of this is one version of events. No one has been able to verify it with Porsche or the dealerships involved.

But it's not an isolated case. In owner forums, there are other similar stories, with estimates that soar beyond the clouds. Anecdotes that describe the same pattern: a small damage underneath, and the battery bill on the table.

What Porsche's warranty really says and what it doesn't

Porsche's high-voltage warranty lasts for 8 years or 160,000 kilometers, whichever comes first, and covers material and manufacturing defects. For electric cars, it also guarantees 80% of net capacity for 3 years or 60,000 kilometers, and 70% until the end of the period.

The key lies in what the coverage does not specify: a factory defect is not the same as external damage, and that is where everything is decided. It circulates in the forums that just a dent of a few millimeters is enough for Porsche to exclude the battery, but the brand has not published an official deformation threshold. If there is one, the customer who pays for 8 years of warranty should be able to consult it before buying.

There is a context that helps understand the manufacturer’s caution. The Taycan has had several recalls in the United States due to the risk of short circuits in the high-voltage battery, with free module replacements. A brand that has already paid for defective batteries has more incentive to monitor external damage. But that caution is not matched with transparency: the burden of proving that a damage does not affect the battery falls on the owner.

In Spain, what does the second-hand warranty say?

The case is British, but the questions apply here. In Spain, RDL 7/2021 establishes a legal warranty of 3 years for new goods and 2 years for second-hand ones, which seller and buyer can agree on 1 year as a minimum. This warranty is the seller's responsibility, not the manufacturer's, and is independent of the brand warranty. In a purchase from a professional, what the seller knew or should have known about the state of the car is important.

Before buying a used electric car at this price, it is advisable to request the damage history, insist on checking underneath, and ask in writing what the battery warranty covers. And, in the event of a coverage denial, request the technical report that justifies it.

What remains for Porsche to clarify

Porsche's version. If the car was inspected, the damage detected, and it was sold anyway, there is a problem of information to the buyer that a brand cannot afford. If not, there is an owner who believes he is right and a brand that can prove it with an inspection. In the meantime, there remains a figure that explains why this story matters: 5 millimeters of deformation amount to more than 5,300 euros, just for looking, and almost 50,000 euros if the battery needs to be replaced.

Fernando Alonso's repeated criticisms of Alexander Albon and other drivers have not been supported by his teammates, who defend the Thai driver and the quality of the grid.

Although many considered that Fernando Alonso’s criticisms of Alexander Albon and what he calls the last third of the starting grid were a momentary outburst due to the tension of competition, the truth is that this is not the case.

This Thursday in Mexico, the Aston Martin driver reiterated the words he spoke last Sunday in Austin, thus ruling out that his analysis was made in the heat of the moment. And his colleagues on the grid have left him alone in that sense, defending the average quality of the grid and also Alexander Albon.

Alexander Albon defends himself

Carlos Sainz has been one of the drivers who has defendedAlexander Albon against Fernando Alonso's words, but the Thai driver himself has also responded to the Asturian in a very elegant but also firm manner.

"First of all, I would say that I have a lot of respect for Fernando. I think he is a great driver and I have admired him a lot since I was a child," he stated at first, before arguing that more incidents occur among back-of-the-grid drivers.

"I think we are all in our own little battle at the back. I don't think it's so much about the level of the drivers. I would say that the grid is the strongest it has been in a long time, and obviously the post-race comments are always a bit more charged with tension at these moments, so you can always say that they should be taken with a grain of salt," added the Williams driver.

"I thought it was a good battle. I thought we had a good fight. Clearly, he didn't think the same way, but it was a battle that lasted the whole race. Even the incident itself, I thought, was very close regarding the position of the cars on the track", added Albon, reiterating that he doesn’t think he did anything wrong in the incident.

"I reiterate what I said. I have great respect for Fernando. I admired him a lot as a child; obviously, it's not nice to hear those comments when competing against someone you admire, but at the same time, I don't agree. It's as simple as that," Albon reiterated.

"I think the level is high across the grid. I think 10 or 15 years ago it wasn’t. The second half of the grid is not like it is now; we no longer have pay drivers, it is what it is. Let's hope we don't encounter or have any problems during this weekend's race," he concluded, alluding to Alonso's beginnings in Formula 1.

Gasly, Bearman, and Leclerc respond to Alonso

Several more drivers from the grid have expressed their opinions regarding Fernando Alonso's stance. Pierre Gasly started joking and stated he was happy to compete "in the first half of the grid, so I managed to qualify."

"I mean, you have to admire Fernando for the statements he makes on the track; I have a lot of respect for him as a driver, and at the same time, he is very expressive", added the Frenchman from Alpine.

Getting more serious, Gasly didn't want to assess specific actions but defends that, when he debuted in 2017, he experienced more reckless maneuvers than now. "I haven't seen his race. I'm not sure what he was referring to, but I will say that the level on the grid is probably one of the highest, considering all the drivers we have now, from what I've seen over the years; I saw some more risky maneuvers when I arrived compared to what I see now," he said.

Oliver Bearman also believes that Alonso's "conclusion" is "a bit harsh, because I agree with Pierre that the level is very high in this current grid. I think, given the shortcomings we face this year, sometimes you have to be very opportunistic, and that can end in disaster, like it happened to me last week with Pierre."

"So, I wouldn't say it's a quality issue. It's a matter of doing your best and trying to make something happen, which is very difficult when the top eight spots are practically reserved for the top four teams," argued the Haas driver.

Another driver from the grid, this time from the upper area, is Charles Leclerc, who believes that the average level of the current grid is "very high. I think it is extremely high." He added that "the majority of the drivers on the grid grew up together in karting. Alex was up there and, in fact, he was a driver I admired. He was always one or two categories above me, but he was exceptional."

"I am sure that the level of the grid is extremely high, whether in the back, in the middle, or in the front. The only thing that changes, obviously, is the car we drive, but the level remains very high," he reiterated.

We're off on an adventure! On the occasion of the presentation of the new Citroën 2CV Concept at the Paris Motor Show, we traveled from Barcelona to the French capital with the classic model on a 2,000 km journey.

The first time I rode in a Citroën 2CV I was 20 years old. It was 2016 and it coincided with my first trip to Paris to attend its centennial Motor Show, one of the most significant European events in the calendar for motor enthusiasts. On that occasion, I went as a visitor, not knowing that a decade later I would return as a journalist. How life turns!

The 2CV had always been one of my favorite classics; however, that trip sealed my love for the model. At that time, I spent just one weekend in the French capital, and since I spent all Saturday at the Motor Show, I only had Sunday left to visit it. What was the solution? To hire a guided tour with a well-known company that offers tourist tours with a colorful fleet of Citroën 2CVs.

That first 2CV I got into was a yellow and black Charleston. The spark was instant: its characteristic and unmistakable sound, the peculiar suspension that seemed to float over the cobblestone streets of Paris, the canvas roof that we removed to let the autumn sun in... The car attracted looks, smiles, and enthusiastic greetings as it passed by. Touring the most notable sights of the City of Light aboard one of France's most emblematic classics was an experience I will never forget.

Bringing a Citroën 2CV back to life

Five years later, I was able to fulfill the dream of having my own 2CV. It was a white model from 1977, a 2CV 6 CT that had been sitting idle for many years (its last ITV was from 2005). Although it spent most of its life in Jerez de la Frontera, by then it was sleeping the just sleep in a small town in Huelva.

The car was in very poor condition: some rot in the floor, a chassis that had seen better days, and many damages along the entire left side because, some time ago, some jokers saw it parked on the street and thought it was a good idea to tip it over.

After a long restoration process that involved replacing practically half of the car (luckily, all the new parts are still being manufactured because several companies acquired the tooling at the time), a color change (I chose 'Mandarine' orange, an original catalog tone) and the homologation of a new reinforced and galvanized chassis, the car returned to the road in 2023.

Since then, my 2CV has accompanied me on numerous adventures (cars are meant to be used, right?); however, I always had one thing clear: one day I would return to Paris with it. When last May Citroën announced its intention to revive the model for this year's Motor Show, I had no doubt: I quickly proposed to the guys at Motor.es to go there with the classic model to meet its descendant.

The starting point would be Barcelona, which means we are talking about a journey of just over 1,000 km (which would need to be doubled for the return trip) divided into three stages (Barcelona-Carcassonne, Carcassonne-Limoges, and Limoges-Paris).

Fortunately, I didn't have to face this challenge alone, as I had the great Agustín Gustingorriz as my expedition companion, whom many of you probably know from his YouTube channel or his social media collaborations with Motor.es.

First and second stages

Our journey began on October 9th in Sitges. In the weeks leading up to it, the car received a complete tune-up at a specialized workshop; however, vintage cars are unpredictable, and the day before we left, the starter cylinder began to fail: the key wouldn’t fit, and when it did, it got stuck...

Fortunately, the Citroën two-cylinder community has one of the strongest and most cohesive fan bases in the world of classic cars, and through a WhatsApp group, I quickly got a new lock cylinder. By early the next morning, I had it at home! From here, I want to thank Xus Carmona, without whose help our journey might have ended before it even began. As the Citroën Dyane advertising used to say: these cars are for wonderful people.

Since we didn't have a grinder to remove the old cylinder, we ended up installing the new one on top, so throughout the journey, the 2CV had two locks like a Rolls-Royce. With everything that happened, we ended up leaving after lunch. Ahead of us were almost 400 km to Carcassonne, which we traveled entirely via highway due to a lack of time.

Wind, rain, and surprisingly tight fuel consumption

The Citroën 2CV feels right at home on winding secondary roads, so the highway is not exactly its natural habitat. We are talking about a vehicle whose design dates back to 1948, with performance that, being generous, can only be described as modest (my unit is equipped with a tiny air-cooled two-cylinder engine of 602 cubic centimeters that doesn't reach 30 HP).

If you want to know more about the history and evolution of the Citroën 2CV, from its conception until the end of its production in 1990, I recommend that you check out this article I dedicated to it a few years ago for its 75th anniversary.

Much of the route was at night, uphill, against a strong headwind with trucks overtaking us on the climbs (the 2CV glides well downhill and speeds up, but the ascents are a challenge). Agustín was able to witness firsthand that, although the suspension is very comfortable, it is a noisy car that gets very hot inside even with the heating turned off (which combined with the cold air entering through the doors creates a microclimate that you have to get used to), and you have to drive at a gentle pace. We always traveled at 90-100 km/h on the speedometer, though on some climbs, it dropped to 80 km/h.

At one of the stops we made, the driver’s door handle fell off because the screw holding it had come loose (which I ended up finding a few days later under the seat). Since the door was still closing, we could continue without major issues. After 362 km, we arrived in Carcassonne exhausted; however, fuel consumption was very tight given the driving conditions: 6.4 liters/100 km. Spoiler: it was the day the car consumed the most.

The second day was supposed to be calmer than the first... but it also ended up complicating due to rain. After topping up the oil (which we didn't have to do again for the remaining days) and refueling, we set off for Limoges, again on the highway. The car didn’t touch secondary roads until the return trip, which we took much more leisurely.

Once past Toulouse, it started pouring, which forced us to slow down and drive more cautiously: the windshield wipers are not particularly fast or effective, and the brakes are logically light-years behind those of a modern car (there’s no servo, ABS, or other features that luckily became standard decades ago); in fact, you have to rely heavily on the engine brake. The lighting, however, is quite good for a car from the 70s (thanks to changing the reflectors and replacing the European bulb with halogen lights). In this stage, fuel consumption dropped to 6.2 liters/100 km.

Third stage and the Paris Motor Show

The last stage was also the longest; fortunately, the weather for the first time was good and the sun shone all day. Moreover, most of the route was downhill, which is why we went for many stretches at 100-110 km/h. At the stops to eat or refuel, people approached the car, took photos, and in some cases even told us that they had seen on TV that Citroën was going to launch a new electric 2CV. It is clear that it remains an icon for the French.

Arriving in Paris was exactly as we expected: with a kilometer-long traffic jam despite it being Sunday. Although the city has a large low-emission zone, it does not operate on weekends, which allowed us to complete our journey under the Eiffel Tower, where we took the opportunity to have a brief photo session. The consumption was even lower than in the previous two stages with barely 6 liters/100 km.

The next day, the car had to stay in the hotel parking lot due to the low-emission zone, which is active until 8 PM, which is why we walked to the Motor Show. There we could meet in person the Citroën 2CV Concept, which had been officially presented the night before at a Stellantis group event attended by our colleague Fran Valle.

The prototype was the main star of the Motor Show; in fact, it was very hard to get close to film it due to the crowd surrounding it, so we had to wait several hours for it to clear a bit. Furthermore, Citroën surprised everyone with a second show car: the 2CV Fourgonnette Concept, a cute van version that, according to the brand representatives, will also reach production.

According to Citroën, the design of the 2CV Concept, which boldly reinterprets the peculiar lines of the classic, is 90% similar to that of the final model. Although the rear wheel fairing has been removed, other features like the headlights not integrated into the body, the voluptuous fenders, the ribbed hood or its characteristic side line are retained.

Of course, it is convertible, while the trunk door is painted black to pay homage to the first 2CVs, whose canvas reached to the license plate and covered both the roof and the trunk. We also cannot overlook small nods like the steel rims, the blinkers on the C pillar (a tribute to the models of the 50s and 60s) and the graphics of the infotainment system created by a Belgian comic artist.

The most awaited comeback of the year

The new 2CV will be 100% electric and produced at the Stellantis plant in Pomigliano d'Arco (Naples, Italy) starting in 2028. With a target price of around 15,000 euros before subsidies, it is set to become one of the most affordable electric cars on the European market. The conceptis 3.76 meters long; on the other hand, the final model will weigh around 1,000 kg (for comparison, my 2CV weighs 600 kg).

In short, we are looking at a very ambitious proposal that seeks to revive the formula that made the original 2CV a success: while that was created to motorize the rural France of the post-war period, its descendant will try to make electric mobility more accessible to the European public. The way to achieve this will be the same: through a simple, economical and very clever vehicle.

The Paris Motor Show also had another surprise for us: the famous advertiser Jacques Séguéla, known for his work with Citroën, reunited with the 2CV AZLP PO with which he traveled around the world in 1958 and 1959, an adventure captured in a book (“The Round the World in a 2CV”). The vehicle is preserved just as it was after the adventure, and the 92-year-old elder could not help but get emotional and even kiss the old bodywork.

On Monday night we had to sleep outside Paris to avoid being fined the next day for traveling in the low-emission zone. We divided the return trip into three stages, with exactly the same stops as on the way there; only we added some national roads so Agustín could enjoy the car in its element. We arrived in Barcelona on October 15th after covering a total of 2,376 km. The car consumed 144 liters of gasoline, which equals an average of 6.06 liters/100 km.

What do I take away from this trip? Beyond the fact that having the opportunity to return to Paris with my own 2CV has been a very special experience, I leave with the feeling of having witnessed the birth of something great. The Citroën 2CV is back and ready to shake up the sector again. I won't lie to you: I'm very eager to see the final model, which will be unveiled in line with the 80th anniversary of its beloved predecessor. At a time when cars without personality, big and expensive have become the norm, this revival is worth celebrating.

Three of the few cars used in his television shows that he ended up keeping, which will be auctioned on November 14 and are expected to reach higher figures than usual.

If you've ever wanted to have something in common with Jeremy Clarkson, at least in terms of cars, now is your chance. On November 14, three of the cars used by the veteran British journalist and presenter during his time on 'The Grand Tour' will be auctioned, literally including the last car he used to close a legendary chapter in Botswana alongside James May and Richard Hammond.

Although Clarkson has stated in the past that he usually doesn’t keep cars used in his television programs, he did in these three specific cases. They are the Alfa Romeo GTV6 we saw in the third regular season of 'The Grand Tour', the Lincoln Continental Mark V from 'Lochdown', and the Lancia Beta Montecarlo Spider used in 'One for the Road', the trio's farewell after more than two decades of adventures together.

Jeremy Clarkson auctions three of his cars from 'The Grand Tour'

Let’s start with the Alfa Romeo, a special car for Clarkson as a recognized Alfista. It’s a unit dating back to 1983 with the already legendary 2.5 V6 Busso producing 160 HP and 213 Nm of torque, delivering power to the rear wheels thanks to a five-speed manual transaxle mounted at the rear to improve weight distribution.

Its odometer barely registers 28,315 miles - 45,568 km. A car with television pedigree and in good condition, which also has MOT (the equivalent of ITV in Spain, although with notable differences) valid until June 14, 2027, so it can be used to attend classic events or Alfista gatherings.

All of them have passed their inspections this year

The second on the list is the imposing and massive Continental Mark V from 1978, with its massive sky blue (Wedgwood Blue, specifically) body measuring 5.85 m in length. Under the huge hood hides a 6.6 V8 with... 170 HP, which isn’t much, but enough to maintain cruising speed wherever it goes on the road. This is the car that had nitrous oxide added for more power... but it did absolutely nothing as it lacked all the necessary modifications.

That system is still installed in the Lincoln, having received recent maintenance - it also has MOT valid until August 13 of next year. A perfect car for enthusiasts and American style specialists, where nothing beats engine displacement (at least, before they had to limit the size of their engines due to regulations).

One of them is the Lancia from the last special alongside Hammond and May

The third one is considered by many to be the most special, as it is the Lancia Beta Montecarlo Spider with which he crossed the desert of Zimbabwe alongside Richard Hammond in his Ford Capri 3.0 GXL and James May in his Triumph Stag MKII 3.0 V6 - which, by the way, May also kept and has just been auctioned. Under the hood is the Lampredi inline four-cylinder engine, a 1.8 that delivers about 120 HP and 170 Nm of torque, paired with a five-speed manual transmission.

It is special both for being the car from the end of their adventure together and for the little details: rear lights and quad exhaust from a Ferrari 308, as well as wheels, front lights, and grill from a Lancia Delta Integrale. It also has seats covered in fabric instead of the original leather so that the cabin wouldn’t get too hot in the African desert, in addition to a steering wheel wrapped in Alcantara leather instead of the original. In this case, it has just passed its ITV (MOT test), valid until September 18, 2027.

It only had 2,000 kilometers, but BYD has refunded the money for its Atto 3 Evo. This is how the Chinese brand responded after a software update failed in the electric car and it spent 9 weeks in the shop.

The electric car boasts no timing chain or gearbox that can break. Supposedly, we save on maintenance, but it is necessary to make some additional outlay in the propulsion system, specifically on the electric motors.

However, one of the problems that electric cars are experiencing is software, and sometimes it breaks too. Not physically, of course, but lines of code can also get corrupted, leaving some functions unusable. This is what happened to a German customer, who managed almost effortlessly to get BYD to refund the money for his Atto 3 Evo after an update left the car in the shop for nine weeks.

An Atto 3 Evo that wouldn’t update

The owner of this BYD Atto 3 Evo we tested, which was purchased last May for a price of 38,575 euros, is a electric SUV with up to 449 hp, depending on the version, and one of its advantages is being able to update remotely without stepping into the shop. But this was not the case.

The software update would not install wirelessly, so after several attempts, he went to the dealership where technicians tried to install it with a USB memory, without success. The owner explained that he tried to perform the update on other occasions, to the point of leaving the car immobilized in the shop and having to use a replacement car.

The dealership's first solution came weeks later, pointing to the need to replace one of the control units that, unfortunately, was not available in European stock. Nine weeks later, the car was still in the shop, proceeding to claim the termination of the purchase contract, which BYD did not refuse.

BYD strengthens its image by not contesting the case

BYD has accepted the cancellation and confirmed that it will refund the purchase price. What the owner does not know is whether they will deduct a fee for the time used, something that is legal in Germany. The owner who won the lawsuit against Mercedes over a battery failure in an EQA received a refund of the price of the car, except for the proportional part of the kilometers driven.

The truth is that we are facing a unique case, with a car whose failure was prolonged due to a part that was unavailable and technicians who could not find the solution. In other words, a post-sale problem rather than a product issue. And the post-sale service is the Achilles' heel of Chinese brands that are growing rapidly in Europe: selling cars is relatively easy, servicing them well when they fail is another matter.

However, BYD's response helps reinforce its image by not contesting the case to the end, something that other brands do, forcing customers to go through long judicial ordeals. What remains to be seen is whether BYD's attitude toward customers is consistent across all European countries or only in Germany.

Software is not just a BYD problem

Software is the primary cause of frustration for many owners, regardless of the brand. In its 2026 reliability study in the United States, JD Power indicates that wireless updates yield irregular results: only 27% of owners who received an update say it improved their car, and 58% noticed no difference at all.

Additionally, wireless updates were associated with an almost 14% increase in reported problems.

And there is no turning back. All manufacturers, not just the Chinese ones, are heading toward the "software-defined vehicle," where ideally there will be no need to go into the shop for many updates. If it works, of course.

The legal argument

The client's attorney presents it this way: modern vehicles are no longer just means of transportation, but products controlled by software, and if an update makes essential functions cease to be reliably available, it can be considered a significant defect. Buyers, he argues, should not have to accept this, even up to voiding the contract.

For manufacturers, the message is clear: more software offers advantages, but it does not exempt them from the warranty. For his part, the claimant has preferred to order an electric Mercedes GLC, which is considerably more expensive than the BYD, but that does not guarantee it won't fail...

The German ADAC has issued a warning to manufacturers about a potential flaw in one of the most common ADAS, the pedestrian recognition and automatic braking system.

The ADAC is the largest automobile club and mobility association in Europe and often conducts its own tests to draw really interesting conclusions for drivers. The latest relates to the security of safety and protection assistants for pedestrians on the road.

Most modern cars incorporate ADAS that are capable of recognizing a pedestrian, even at night, and brake to avoid, whenever possible, a collision. However, the ADAC has detected a common flaw across several vehicles from different brands, which has to do with the type of clothing worn by pedestrians.

Reflective Clothing Fails the Test

This test may seem more important than it appears, especially at this time of year when the hours of darkness are greater on the road. Pedestrians more frequently wear reflective clothing to be seen on the road.

And let’s not misinterpret the ADAC test results: these garments are essential for being seen by everyone on the road, especially at night. The real problem comes from some next-generation cars that seem to have issues identifying pedestrians who are wearing this type of clothing, including children.

The German club's tests have found “surprising safety deficiencies” in the systems of the participating vehicles, which functioned correctly after dressing the test dummies in “normal” clothing, without being high visibility. There were also no issues with a standard reflective vest.

However, failures were detected with “standardized work clothing”, such as that used by emergency services, road maintenance teams, construction workers, police... And also with a child dummy dressed in reflective clothing and a school backpack.

Five Brands Fail the Test

The vehicles used in the test were a Tesla Model Y, a BYD Seal, a Hyundai Tucson, a Dacia Duster, an Opel Astra, and a Mercedes CLA. All of them, except for the latter, failed to detect the dummies dressed in reflective clothing.

The ADAC considers this flaw a major security vulnerability in a scenario they deem “relevant” in road traffic: “Since the problem seems to be less about hardware and more about the classification of road users, in many cases it should be resolved with a software update.”

For the German club, assistance systems like these are crucial for safety in new cars, but they are still not capable of performing driving tasks flawlessly or independently. With this type of ADAS, as we should all be clear, the driver is always responsible and must not take their eyes off the road.

Nevertheless, as mentioned before, the ADAC reminds us that high visibility clothing remains vital for all pedestrians, especially during the months with fewer hours of sunlight. There are still many cars without ADAS, so the benefit in terms of safety is considerably greater than the risk of an accident caused by an emergency braking system that does not react or reacts too late.

How the Emergency Braking System Works

The so-called automatic emergency braking systems (AEB) use, mainly, cameras and radars installed in the car to detect potential obstacles on the road and avoid collisions.

Through artificial vision algorithms, they identify and classify road users: it is the software that combines the received information to determine if there is a collision risk and, if the necessary conditions are met, can automatically activate the brakes.

In the case related to reflective clothing, it is most likely that the reflective bands of this type of clothing can generate a visual pattern that hinders the identification of the human silhouette, or that the algorithms have not been trained sufficiently with pedestrians wearing this type of garments.

A standard reflective vest usually concentrates its bands on the torso, but work clothing of road workers or the clothing and backpacks of children, for example, can also carry them on the legs and other areas.

The FIA has signed an agreement with Amazon Web Services to strengthen the use of supercomputing and artificial intelligence in the development of future Formula 1 regulations.

The FIA was already collaborating with AWS in its digital transformation, but the new agreement expands the scope of that relationship. The company becomes the official partner for artificial intelligence and cloud computing of the federation, with functions that cover the technical development of the competition and the systems that facilitate participation in motorsport.

The main impact on Formula 1 will be in the preparation of the upcoming technical regulations. The FIA will utilize the high-performance computing (HPC) of AWS to simulate airflow around the single-seaters without the need to manufacture physical parts for each test.

The federation will also incorporate artificial intelligence tools to support the work of its technical and engineering teams. The goal is to accelerate the evaluation of solutions related to safety, performance, and sustainability, although the announcement does not specify which regulatory changes could arise from this collaboration.

What You Need to Know

• Why It Matters: The FIA enhances its tools to study and develop future technical regulations for Formula 1 through supercomputing and artificial intelligence.
• What Could Change: Aerodynamic simulations will allow virtual analysis of airflow behavior around the single-seaters, while AI will help engineers evaluate different solutions.
• What Remains to Be Clarified: The agreement does not announce specific regulatory changes or a timeline for applying these tools. Decisions will still be up to the FIA.

Simulations to Define Future Regulations

Simulations allow for studying different aerodynamic configurations and analyzing their effects before turning them into technical requirements for teams. A greater computing capacity can expand the number of concepts evaluated and accelerate the process without solely relying on prototypes or physical components.

The FIA claims this system will allow for faster innovation and reduce both costs and the environmental impact of technical development. The capability to virtually test different solutions can also facilitate the evaluation of their consequences before establishing the requirements that single-seaters must meet.

The agreement does not mean that AWS will draft the rules or that an artificial intelligence system will decide which solutions are implemented in the cars. The technology is envisioned as a tool for FIA specialists, who will be able to analyze alternatives and support their regulatory decisions with more technical resources.

The FIA president, Mohammed Ben Sulayem, places the agreement within a broader strategy: "Technology is changing all parts of our sport, and the FIA must lead that change." The leader adds that the collaboration will support both the development of future cars and the grassroots clubs' activities, contributing to the goal of doubling global participation in motorsport.

An Alliance that Goes Beyond Formula 1

The agreement also impacts motorsport management. AWS and the FIA launched last year a digital licensing platform that simplifies the procedures for drivers, officials, and volunteers and facilitates national sporting authorities' management of those permits. The system includes multilingual support, integration with FIA University, and license renewals.

The new phase anticipates adding event management features and more tools for officials and volunteers. The FIA relates these advancements to its goal of doubling global participation, meaning the agreement also reaches grassroots motorsport.

AWS will also be the official partner of the FIA Awards, the annual gala that honors champions and teams, and of the FIA Sustainable Innovation Series, an international platform for sustainable innovation. The federation will also migrate more business applications and hosted services to the AWS infrastructure over the next few years.

Kristin Shaff, global director of Events, Sports, and Entertainment at AWS, emphasizes that the FIA occupies a central position in motorsport because it governs the competition, establishes regulations, and creates opportunities for participation at all levels. The company will contribute its cloud computing and artificial intelligence capabilities to support that work.

Koji Watanabe assures that Lawrence Stroll never threatened to change engine supplier if Honda does not provide a competitive power unit in 2027. Adrian Newey confirms that the meeting was scheduled and admits that the Japanese still need to make progress.

The partnership between Honda and Aston Martin is facing its first year under the 2026 regulations with the challenge of improving the performance of the Japanese power unit. The manufacturer needs to resolve the issues with its new engine, while the Silverstone team works to become a candidate for victories in the medium term.

It is not surprising, therefore, that rumors have arisen about a possible breakup of the agreement if Honda does not meet Aston Martin's expectations in 2027. And the meeting involving executives from both companies after the Singapore Grand Prix fueled those speculations due to the presence of Lawrence Stroll and Toshihiro Mibe, president of Honda.

However, Koji Watanabe, president of Honda Racing Corporation (HRC), denies that the Canadian businessman issued an ultimatum. Adrian Newey also clarified that the meeting was planned in advance and acknowledged that Honda is behind the level it had reached when it started working with Red Bull Racing.

Honda denies that Lawrence Stroll threatened to change engine supplier

Watanabe explained that the meeting was part of the so-called Steering Committee, a follow-up committee chaired by himself and Adrian Newey. He details that the composition of the group depends on the matters to be addressed and brings together technical and executive leaders from both organizations.

«This is a periodic meeting between HRC and Aston Martin that we call Steering Committee. Adrian Newey and I are the chairs of that committee. The attendees varied depending on the issues to be discussed», he explains.

The Japanese official details that, from Aston Martin, Enrico Cardile, technical director, and Andy Cowell, executive director, can participate, in addition to Newey. Representing HRC, Fukao, the new LPL, and Satoshi Nada, newly appointed executive director and head of four-wheel competition, can attend.

The presence of Stroll and Mibe also had an explanation related to the agenda of the meeting, according to Watanabe. «Lawrence Stroll does not always attend, but this time he was at the Singapore GP and participated in the meeting. Occasionally, Toshihiro Mibe, president of Honda, also attends. Since Stroll's presence was expected this time, Mibe also participated».

Therefore, the HRC leader presents the meeting as part of the usual coordination between both companies, not as a meeting motivated by a threat of breakup. When directly asked about the rumors, he is clear: «There is absolutely nothing to that».

Watanabe explains that Stroll's request is for Honda to achieve the competitiveness necessary for Aston Martin to fight for the top positions as soon as possible. «What Lawrence is saying is that he wants us to make a power unit capable of bringing them to the top as soon as possible. It seems like a completely logical request to me and we share that same objective», he states.

The Japanese denies that the owner of Aston Martin has conditioned the continuity of the partnership on the results of the upcoming season: «But at no time has he ever told us that, if we do not achieve this in 2027, he would change our power unit for that of another manufacturer».

The relationship between both manufacturers does require technical advances. Watanabe points out that discussions include working on the 2026 engine and projects for the next season. «In the technical area, for example, we can no longer introduce hardware updates in the 2026 power unit. That is why we analyze to what extent and how we can improve drivability through changes in the software».

The HRC president adds that they also review the progress of the development for 2027 periodically, not only of the power unit but also of the car and its chassis.

Newey acknowledges that Honda is behind its time with Red Bull

Adrian Newey has confirmed that the meeting was not an extraordinary call to address the situation of the engine. The technical manager and director of Aston Martin emphasizes that these meetings have a regular frequency and that the participants do not always attend in person.

«Well, first of all, that was a scheduled meeting. Between Honda and Aston Martin, the so-called high-level executive meetings are held, which are scheduled every two to three months, so that was one of them. The others, including myself, participated online», he explains.

Regarding Honda's work, Newey maintains confidence in the capabilities of the Japanese manufacturer, although he acknowledges that its current situation is behind what it had when it began collaborating with Red Bull Racing in 2019.

«Honda is obviously working hard. It is a great company, as we all know, capable of doing great things, as it has demonstrated many times in the past. We are working closely with them and have high hopes for the future», he states.

The British engineer also makes a direct comparison between the two periods of Honda in Formula 1. His assessment is that, in this first year of return, the manufacturer has still not reached the level of preparation it had when it started its collaboration with Red Bull, which came after four seasons of accumulated experience since its return to the championship in 2015.

«I would say that, at this moment, being completely honest, Honda is a little behind where it was when it started working with Red Bull Racing in 2019. But that happened, obviously, four seasons after Honda returned for the first time to Formula 1, in 2015. This is their first year back», Newey acknowledges.

The Brit concludes by expressing his conviction that Honda will be able to progress as it gains experience with the technical demands of the current regulations: «I have full confidence that it will progress quickly and will understand the problems posed by this specific regulations of the power units».

Honda has already announced that it has planned two major evolutions of its power unit for 2027: one at the first race of the year and another for June.

Latvia and Slovakia join the list of countries that have provisionally green-lighted the driving assistant from Elon Musk's company, a system with a subscription of €99 per month that aims to win the vote of the European Commission.

Latvia and Slovakia are the most recent countries in the European Union to give a real opportunity to Tesla's autonomous driving assistant amid the insistence of stakeholders in those countries. First it was Slovakia, and then Latvia on Monday, October 26, making it 10 out of 27 EU countries that have green-lighted it at the national level.

It all began with the approval by the Netherlands last April, more than six months ago. Then the decision began to spread to other countries such as Belgium, Denmark, the Czech Republic, Slovenia, Croatia, Lithuania, and Estonia, the last two neighboring countries of Latvia. Other countries, such as Sweden, France, or Greece, are considering it or have considered it.

Now FSD is TAD and is Approved in 10 EU Countries

On one hand, it is worth noting that it is now not to be known as Full Self-Driving as it has mostly been known until now, but Tesla Assisted Driving (TAD instead of FSD). In a similar case to what it had in China some time ago, the name change aims to avoid potential great confusion, given that the driver remains responsible for the steering wheel, in both the physical and legal senses among others.

The TAD, FSD, or whatever it is called, remains an assistant and the driver must be attentive at all times, given that automated driving is not infallible - it is there as an assistant to assist, not to replace. In the case of the European Union, in the event of an accident, the blame falls on the driver, having a regulatory framework very different from what has allowed this technology to become common in both the United States and China and other countries, such as New Zealand or Australia.

Tesla's Assistant is Still Not Perfect

According to reports from Reuters, the TAD is capable of navigating through traffic even on busy highways and areas with merges. However, in the case of an individual in Slovakia, financial agent Igor Marcel, on one occasion while heading towards a closed barrier, the TAD went straight towards it and had to perform an emergency stop to avoid the collision.

Marcel also encountered a situation where while heading towards a supercharger, the car was unable to navigate on its own towards the charger in question, needing to be guided manually. Even with these details to refine, the legion of Tesla fans in Europe (such as the Tesla owner club in Slovakia) continues to pressure authorities, encouraged by messages from Elon Musk, aiming for the European Union to relent and allow the system to be legal across the territory.

Chinese Alternatives Awaiting Future Legislation

This, in turn, would open the door for several Chinese manufacturers to also have similar systems available on the market. This is the case with BYD and Xpeng, who recently showcased it at the Paris Motor Show in 2026, demonstrating their assistant in the traffic of one of the busiest and most chaotic cities in all of Europe.

Still, let's remember that the ultimate goal, to obtain the favorable vote from the European Commission, has not yet been achieved - in fact, there is still no date for it. Since it requires a qualified majority (at least 15 of the 27 countries representing 65% of the EU's citizens), the votes of France and Germany, both becoming increasingly amenable, are practically essential. Other important players, like Spain or Italy, have still not taken the step.

Volkswagen is about to make a vital decision in its electrification strategy in Europe. As other brands have done, its work and efforts in China could have a direct impact on future European cars from VW, CUPRA, and Skoda.

There could not be a clearer demonstration of the importance that Chinese technology is gaining in the global automotive industry. It is not just that cars from Chinese brands are arriving en masse to the European continent, but they are also entering directly into the 'centers' of Western manufacturers.

Volkswagen, which has been working for a few years in China with Xpeng developing and implementing technology in its latest generation cars for China, is about to take another step in its strategy in the Asian giant. Its software and electric cars could reach European roads.

The Chinese electric architecture of VW to reduce costs

In this case, the German magazine Manager Magazin, citing internal sources from the company itself, has announced the new intentions of Volkswagen's top leaders. The architecture called CEA (Chinese Electric Architecture) of the brand could reach future electric cars sold here.

This will have a direct effect on the high-volume models of Volkswagen, CUPRA, and Skoda, specifically for compact and larger models. In other words, the current generation of newly launched urban electric vehicles, led by the VW ID. Polo, and the upcoming smaller ID.1 with Rivian technology, would not be affected.

Volkswagen wants to start using this CEA architecture more broadly, so that they can save between four and five billion euros in the development of their future electric cars, according to internal calculations of the company. VW ID. Golf, ID. Passat, and Skoda Enyaq are among the bets.

At least, that is what Volkswagen's CEO, Thomas Schfer, will propose in the next board of directors meeting of the Group. A decision that could affect, according to estimates, three-quarters of all future cars from these three brands.

The CEA architecture belongs to Volkswagen

We have often talked about how agreements are made between Western brands and Chinese ones to develop new technology. In VW's case, it was stated that the CEA architecture and the derived models for the Chinese market would be developed exclusively for the customers of the Asian giant.

However, the VW Group is determined to make a deep change in its technological strategy, considering that the intellectual property rights of this technology, developed since 2023 alongside Xpeng, belong to the group.

All with a single objective: to save costs. Even with the joint venture with the American Rivian, RV Tech, the differences are considerable. Now the concern is that this agreement, which will produce the smallest electric VW, could become slower and more expensive in the long run.

VW estimates that one hour of development in RVT costs about four times more than at the development center VCTC in Hefei, China. Hence the figures: a model like the electric Tiguanwould cost about 8,000 euros more to develop and manufacture in Europe, compared to China.

VW's electric cars in China, for Europe

This is the other aspect of the intentions announced by Volkswagen. Not only the software and the 'Made in China' architecture could end up in Europe. Models like the electric SUV ID. AURA T6, the PHEV sedan ID. ERA 5S, or the huge electric sedan ID. UNYX 9x with 730 kilometers of range, could end up on this side of the world.

However, the first two come from Volkswagen's collaboration with SAIC, the parent company of brands like MG, for example, and are receiving a great welcome in the Chinese market. On the other hand, the ID. UNYX 9x comes precisely from VW's joint venture with Xpeng, the Chinese tech startup, although this seems to be too large (more than 5 meters) for the brand’s philosophy in Europe.

In statements by Volkswagen's CEO to the British media Autocar during the past Paris Motor Show, Thomas Schfer said that these models would not come to replace any current model in the range: “Looking to the future, we are preparing to import one or more vehicles from China,” he assured.

Kimi Antonelli was maneuvering a Mercedes-AMG GT four-door during a recording prior to the United States GP when he accelerated with the reverse gear selected. The car collided at low speed with a barrier and George Russell took the moment to joke about it.

Kimi Antonelli usually drives Formula 1 single-seaters at over 300 km/h, but a slow maneuver played a trick on him in Austin. During a promotional recording prior to the United States Grand Prix, the Italian driver accelerated thinking the car was in forward gear. It was still in reverse and ended up hitting a wooden barrier.

The incident was captured from inside the vehicle. George Russell, who was next to his teammate, recorded the scene and joked about the selected gear. The car barely moved before the impact, and the damage to the vehicle and the barrier seemed minor.

A maneuvering error before a recording

Antonelli was positioning his Mercedes-AMG GT four-door next to Russell's car. The idea was to record an acceleration with the wheels spinning for the cameras. When pressing the accelerator, however, the vehicle still had reverse gear selected and moved toward the barrier located behind the parking lot.

Russell told him that he needed to select the forward gear to move ahead. Antonelli switched the car to «D» and continued with the recording, which ended with the planned acceleration. The episode did not go beyond that minor bump.

The scene contrasts with the Italian's season in Formula 1, where he has achieved several victories and has become the standout driver for Mercedes. The team confirmed his continuity alongside Russell for 2026, as reported in the information about the Mercedes driver pair.

An electric car with over 1,100 HP

The car Antonelli was driving is the new Mercedes-AMG GT 4-Door Coupe, a high-performance electric sedan. Its GT 63 version employs three axial flow motors and achieves a maximum power of 860 kW, equivalent to 1,169 HP.

Mercedes also announces 1,999 Nm of peak torque and an acceleration from 0 to 100 km/h in 2.1 seconds under the conditions indicated by the brand. The model uses an 800-volt battery inspired by Formula 1 technology and supports charging of up to 600 kW.

In Spain, the four-door GT 63 has a listed price of 206,500 euros, according to published data about the electric Mercedes-AMG GT.

Antonelli is used to managing the power of a competition single-seater, but this time the distraction occurred while maneuvering in a parking lot. The driver and Russell continued with the promotional recording after the collision with the barrier.

A huge surprise found in a 'barn find' in the UK while filming a video for a YouTube channel, being one of the few that were bodied by the specialist Vanden Plas within the already limited production of the model with a 4.4 engine.

In the world of barn finds, the mystery of treasure hunting is always as seductive as it is unexpected. You can literally find nothing, items of little value that are not worth it due to their condition... or relics that can exceed a million dollars or euros. This recent case showed up in the UK, featuring a very rare 1928 Bentley 4 1/2 Litre bodied by Vanden Plas among other cars.

There were several more vehicles hidden in this abandoned property found by Colin Smith for the 'The Bearded Explorer' channel, but undoubtedly the Bentley steals the show. It was found in a deteriorated state, covered in dirt with the canvas covering the seats crafted nearly a century ago by the Belgian specialist. Even so, it seems to be quite complete.

Abandoned 1928 Bentley 4 1/2 Litre Found

It is a 1928 Bentley 4 1/2 Litre, in this case with a naturally aspirated 4.4 engine with four inline cylinders and two carburetors that delivers about 110 HP of power for about 1,620 kg in weight. With this Vanden Plas Tourer configuration, it is estimated that around 148 units were made out of a total of 204, of which 50 were assembled in the same year 1928.

Once restored, such a unit could sell at auction for over a million dollars or euros with high probability. However, the 4 1/2 Litre naturally aspirated model is not as sought after as the supercharged version with 175 HP (not to mention the competition models with around 240 HP), which are priced between two million and eight million dollars, being one of the most iconic Bentleys in the history of the British manufacturer.

Restored, it could be worth over a million euros

So much so, that back in 2019 Bentley produced twelve new units of a car that originally was in production between 1927 and 1931, with about 720 units originally manufactured. After checking the license plate, it is confirmed that it is a unit that left the factory in black nearly 99 years ago - although it has not been determined whether the current body color is original or not.

A unit of this type has been valued for prices ranging from €300,000 to well over half a million euros. The most extreme case was a unit that was auctioned for a million and a half euros (1,283,694 pounds) - and in any case, it would not be valued as much as the more powerful 'Blower' models, whose power-to-weight ratio would still be acceptable even in current times. Although we suspect that the Torcal 100% electric will have a bit more impact...

BMW, a six-cylinder Jaguar engine and several Reliant Scimitars

On the other hand, several interesting models have appeared alongside the Bentley. One of them is a BMW Series 3 from the E21 generation of the early 80s. Alongside it was what appears to be a handcrafted car, equipped under the hood with a six-cylinder inline Jaguar engine attributed to hill climb competitions.

The other interesting thing is several units of the Reliant Scimitar, a British sports car manufactured between 1964 and 1986. One of them is a two-door coupe from the first series (1964-1970), and there are also convertible and shooting brake variants. With several engines and body types, we could be talking about units that can be priced at less than €8,000 or around €20,000 - the most common engine is the 3.0 V6 from Ford that delivers about 135 HP.

The head of the French group's designs argues that creating a new combustion Renault 5 with proportions similar to the classic model would have been impossible, in addition to discussing the Twingo and Gordini shown in Paris.

Laurens Van den Acker is currently the head of the design department at Renault, overseeing the shapes of both concepts and models that eventually reach the market. In an interview with the German media Edison Media, he revealed an interesting fact about retro-styled cars - their proportions can only be reproduced if conceived as 100% electric cars.

Much criticism has been directed towards the Renault 5 and the decision to make it 100% electric instead of combustion like the Clio. The truth is that in terms of sales, the decision validates Renault: the Renault 5 has had such demand at the European level (although it is not leading in registrations of BEVs in Spain) that the Douai plant has had to open a third shift. The same can be said for the Clio, with several very strong years in sales.

The return of the 70s and 80s, only possible with electric cars

Renault is a brand that is doing very well with its retro-styled models - especially the Renault 5 and the Twingo, both electric, although the Alpine A110, both the outgoing model and the one coming soon, can be considered retro to a certain extent. This trend continued with what they showcased at the Paris Motor Show, with the Renault 8 Gordini Concept, the Alpine A310 Vision, and the E-Space concept, a minivan based on the original Espace from 1984.

The weapon of legacy is one that all European manufacturers are using to defend themselves against the superior Chinese wave in terms of technological deployment and economies of scale. Stellantis demonstrated this with its various concepts, also Volkswagen subtly (with the retro dashboard of the ID. Polo, reminiscent of the original Golf and Polo) and even Ford, bringing rally models like the Escort MKI or the Ford RS200 from Group B to the Paris Motor Show.

A combustion Renault 5 with the same shape would be impossible

"Today we have a long wheelbase, short overhangs, and a compact electric motor that leaves room for larger, bolder wheels. Although the new R5 is also slightly taller than the original, the large wheels visually disguise this perfectly. It looks like the old R5, just enlarged by 110 percent," Van den Acker added. He also pointed out the possibility of betting on different icons, taking advantage of the brand's great history that has produced many models over the decades - some of the most remembered in its plants in Valladolid and Palencia.

On three-volume cars and physical buttons vs screens

Another aspect that the Dutch designer mentioned is the blurred body formats over time in favor of the SUV format. One is that of the minivan, which still fits in current times for those seeking space and practicality, as we saw in the E-Space. Another is the ‘notchback’ format like the 8 Gordini, indicating that the three-volume cars are clearly in decline, so seeing a concept like this turned something formerly conventional into something new.

Van den Acker also emphasizes how Renault has maintained physical buttons instead of betting everything on digital screens, a path that many Chinese (and non-Chinese) manufacturers have followed and are now reversing. The designer justifies the decision with a balance, unrelated to the human body itself, with vital functions that are tactile and others that you feel without looking directly at them.

It had been the brand's great forgotten one at the Paris Motor Show, for a clear reason: for the Fiat Multiplina to enjoy greater prominence. Inspired by the Multipla from 1956, this electric quadricycle concept fits four seats in just over 3 meters and aims to become a reality soon.

The doors of the Paris Motor Show 2026 closed, sealing any possibility of knowing more about one of the novelties from the Turin brand of Stellantis, which was present at the major French fair. FIAT had decided not to reveal any details about a proposal pointing to a future model of almost diminutive scale: the Multiplina.

The brand mentioned it briefly in its information but did not dwell any longer. The focus was on other novelties presented at the gala event, such as the Multiplay concept that combines two proposals into one. The brand has waited until now to reveal this electric concept that takes one step further in its bet for more sustainable mobility: that of the Fiat Multiplina.

Fiat Multiplina, the Multipla of the 21st Century

A minivan that measures 3.04 meters long, 1.40 meters wide, and 1.53 meters high, accommodating four occupants inside. The Italians, experts in the production of small cars, have relied on the architecture of the heavy quadricycle L7 fully electric, defining it as "the missing link between the Topolino and a conventional car".

The name is not casual. The Multiplina draws from the Fiat 600 Multipla from 1956, a car that accommodated six people in just 3.5 meters. Fiat insists that this is not about recreating the past but about transferring its philosophy of maximizing space with minimal dimensions to a different mobility context.

This heritage is seen in the design, with a very advanced windshield, two-tone bodywork, the "mustache" front, and the treatment of the rear air outlets, all reinterpreted with current language. The LED headlights are round and the wheels, made of metal with hubcaps in the body color, feature a very classic design. The same goes for the interior, with just the right instrumentation behind the steering wheel.

The timeless philosophy of FIAT, doing more with less

The Multiplina has been conceived as an ultra-compact urban vehicle like the Topolino, without sacrificing simplicity, and designed as a "multi-use quadricycle" for daily use: commuting to work, taking the kids to school, running errands, or moving short distances.

For now, it is a conceptual prototype, so there are no technical figures, nor if it will share a platform with the Topolino or opt for a more modern architecture. There is also no launch date planned for seeing this Multiplina in the market, although the launch calendar that Stellantis showed in the Investor Day documents pointed to a production start before 2030.

Quadricycle or electric car? The uncertainty surrounding the Multiplina

The uncertainties surrounding the Multiplina project are several. The brand has presented it as a heavy quadricycle, which limits its use; for example, it would prevent it from circulating on highways, so this aspect could be reconsidered by the brand and position it as the M1E that Europe wants to promote, although that would mean having to meet the safety requirements of a car.

For now, as we explained at motor.es, the regulation is still in the proposal phase, with no final text published, and its processing could take one to two years. The Multiplina enjoys fewer requirements than a car, remaining a step below.

Yes, Arnauld Belloni, the new head of the brand, has stated that the Koala, that small electric car based on the modern reinterpretation of the Citroën 2CV, will be the brand's representative in the new M1E category, making it clear that "it will not have a neoretro design."

But those words can be blown away quickly, especially when the Italian brand knows that this style of design sells a lot. Changing the approach from quadricycle to car will be expensive, but that could also translate into high sales. Something the Fiat executives need to think about.

Dumarey, who were already associated with the group through HORSE, has begun the acquisition process of the legendary plant in Viry-Chatillon, which has produced some of the best Formula 1 engines in history, now starting a consultation process.

The Renault group and Belgian propulsion systems specialist Dumarey Group announced on October 22 a preliminary agreement for the acquisition of Alpine Racing SAS, the legal entity that managed technical operations at the Viry-Châtillon plant. A strategic move that clears the clouds over the industrial future of the center and guarantees the preservation of the entire workforce.

This plant was the one that, until 2025, was responsible for the Formula 1 engine program of the Alpine team - also where the Renault engines were made with which Nigel Mansell, Alain Prost, Damon Hill, Jacques Villeneuve and Fernando Alonso won world championships, the Oviedo native as an official Renault driver and the rest when Williams and Benetton were in their golden years. In other words, a factory whose employees possess a ‘know-how’ of world-class technology.

Guaranteed employment and continuity for elite engineers

The operation includes the complete transfer of the plant workers to the Dumarey orbit, safeguarding an exceptional human capital that had accumulated months of uncertainty. This agreement affects solely and exclusively the facilities of Viry-Châtillon dedicated to the technical development of engines and the maintenance of Alpine in the World Endurance Championship, which they will leave after the last race of the year in Monza (as well as the Dacia Sandriders project in W2RC/Dakar). In other words, it has nothing to do with Alpine Racing Limited Formula 1 located in Enstone, United Kingdom, now with customer Mercedes engines.

Who are they?, many of you might ask. Dumarey Group is a holding founded in 1983 by Guido Dumarey with a solid track record in advanced engineering. The Belgian group, still controlled by the eponymous family, seeks to expand its business model by integrating world-class infrastructure that will allow it to accelerate the development of propulsion technologies, advanced electrification, and energy storage systems.

Dumarey, in full expansion

Dumarey (formerly PUNCH group) is in the process of expansion, as in March 2025 they acquired the Plymouth plant (Michigan, United States) which had previously been part of the MAHLE Group. In September of this same year, they completed another factory acquisition, this time that of AUMOVIO in Mechelen, Belgium, including its 300 employees. Essentially, it is one of the giants in technology and engineering solutions, both in general industry and in the automotive sector and even in the marine sector.

Among its technologies related to the engine world are its gear reduction mechanisms for hybrid car transmissions, planetary gears, synchronizers, fuel injection rails, and even electronic control units. They also have solutions for all types of engines, from a diesel engine (not only those in our cars but also related to construction and heavy machinery) to V8 engines.

Connection through HORSE

Dumarey currently has collaborations with manufacturers such as BMW, General Motors, Mitsubishi, Isuzu, Tata, Mahindra, the gearbox reference ZF, and the Stellantis group - as well as various Chinese manufacturers such as Changan, Foton, or Maxus. Since HORSE is another of their clients, the relationship with the Renault group already existed beforehand, collaborating together in the development of the Euro7-adapted 2.0 four-cylinder diesel for front-wheel drive applications.

On one hand, this represents a change of direction for what was previously known as Hypertech Alpine. In September 2024, they announced, while they stopped using their own engines, that the future supercar of Alpine would be conceived here, but since then the situation has changed quite a bit - at the Paris Motor Show, they showcased two concepts, including the A310 Vision, but this one uses the known APP platform from the Renault 5 Turbo 3E.

Dumarey, with an eye on racing

According to Alpine, Dumarey is interested in 'putting down roots' in motorsport, hence its interest in acquiring the Viry plant (without disclosing the amount of the operation), specialized not only in engine technology but also in high-level software, simulation, and testing - once the process is complete, all employees will be retained, now joining Dumarey. Let’s not forget that Viry is also where Nissan's headquarters in Formula E is located, now fully entering a new generation, the brutal Gen4.

Until now, Dumarey has focused much more on energy storage solutions than on elements of electric cars - although it had developed a KERS system, called F-Boost. Now they will have racing engineers who can not only continue their work but also carry out a task similar to how when Renault Sport engineers perfected engines that later arrived at the dealerships of the diamond brand.

The Volkswagen group commits to an estimated spending of around 4 billion euros, announcing it hand in hand with US President Donald Trump, the trigger for the tariffs that have caused this decision, while tensions remain high in Germany.

Audi will have a new plant to manufacture cars in the United States - specifically in the state of Georgia. The official announcement was made in the presence of the brand's CEO Gernot Döllner and the President of the United States of America, Donald Trump, who confirmed it, a piece of news that impacts the Volkswagen group and its off-road brand Scout.

A move with which Trump wants Americans, in the midterm elections scheduled for November 3, to have more confidence in the Republican side, both in the election of governors and in the seats for the House of Representatives and a third of the seats in the US Senate. Of course, it also serves to justify his tariff policies.

Audi will create 4,500 jobs and have a capacity of 200,000 SUVs per year

Located near Macon, in central Georgia, the new factory will begin construction in 2027 with the goal of starting production in the early 2030s. The plant will create about 4,500 direct jobs and will take on the local assembly of the brand's flagship vehicles: the impressive SUVs Q7, Q8, and the Q9 that was announced just a few months ago, reaching a projected maximum capacity of 200,000 vehicles annually. A Q7 that, in addition, we have recently tested in its TDI variant.

A landing that addresses a need for commercial survival. Last year, the tariff barriers imposed by the Trump administration cost Audi 1.2 billion euros, forced until now to import all the cars sold in the US from Europe or Mexico. Manufacturing on-site thus becomes the perfect shield to stop the bleeding in a market where the brand's sales have fallen by 16% so far in 2026 - demonstrating that globalization is unraveling.

Tension in Germany over the future of European plants

While Georgia celebrates the arrival of the multinational, on the other side of the pond, tensions remain high. The Volkswagen move coincides with an unprecedented crisis on German soil, where historic plants like Neckarsulm or Zwickau face potential closures starting in 2030 due to high operating costs and a slowdown in global sales, which fell by 7% in the first half of the year hit hard by the push of Chinese brands.

From the government of Lower Saxony and the trade union representation of IG Metall view the conquest of the North American market positively to gain volume, but demand that the expansion in the United States serves to safeguard added value and jobs in German plants. The leadership of the group acknowledges that, to survive in the new era of global automotive, manufacturing where it sells has ceased to be an option and has become a strategic obligation.

Manufacturing in the United States during these times

"It is correct and necessary to focus more on the North American market with a new plant. However, the prospects for the firm for workers everywhere, particularly all those in Germany, must be clearly defined," warned Christiane Benner, the top representative of IG Metall and a member of the supervisory board of Volkswagen. According to Olaf Lies, Prime Minister of Lower Saxony, it could be an opportunity that also benefits Germans.

In addition to Mercedes-Benz and BMW (already there), Toyota, whose tariffs will hit hard this fiscal year, plans to build a production line for pickups in San Antonio, moving part of its production from Mexico to inside the United States. Honda is also considering having a plant on US soil, depending on how the geopolitical climate evolves.

The Chery Group has revealed EBRO's plan to compete in the premium segment and be global. The revived Spanish brand will move away from the Chinese automotive industry betting on real manufacturing in Spain and development on European soil while, at the same time, accelerating its international expansion.

The Chery Group has put on a true show of strength at its annual meeting. The International User Summit 2026 held in Wuhu (China) has been the stage chosen by this giant of the Chinese automotive industry to present important news and, at the same time, make key announcements regarding the agenda that the various brands within this automotive conglomerate will follow.

The debut of the new Omoda X, the futuristic Lepas Aura Concept, and the launch of the Freelander 8 are some of the highlights that have focused much of the news. But it is not only about brands like Omoda or Lepas, the revived EBRO has also made its presence felt at this event which has become an "international showcase". And it's logical, as without the support of the Chery Group, EBRO's return would not have been possible.

Chery wants to make the new EBRO a more Spanish brand

It is undeniable that the "new EBRO" is significantly tied to the Chinese automotive industry. All the models of the growing EBRO range emanate directly from products of the Chery brand. However, while in the future EBRO will continue to use Chery vehicles as a starting point for developing its models, the historic Spanish firm wants to distance itself to some extent from the Asian country. And this involves real manufacturing on Spanish soil.

According to statements from the top executives and CEO of the Chery Group, the established goal for the so-called EBRO Factory is none other than to increase production phases so that we can talk about real manufacturing in Spain. Increase the number of local suppliers, supply chain, and personnel. But, and this is key, "it’s not just about manufacturing, but from design to the last piece".

The recent sighting of prototypes of the new EBRO S400 hybrid, or the refurbished EBRO S700 and S800 plug-in hybrids, demonstrates that the brand also bets on local development. In addition, the EBRO plant located in the Barcelona Free Zone will be a strategic point for the various Chery brands operating in Europe to dodge European Union tariffs on hybrid and electric cars. Therefore, sooner rather than later, vehicles from Omoda, Jaecoo, or the recently arrived Lepas will be produced.

Beyond Europe, the Chery Group's vision of a global EBRO

Undoubtedly, this has been one of the major surprises regarding EBRO at the aforementioned press conference. It relates both to their international expansion plans and the positioning of the brand itself. The top executive of EBRO Spain was also present at the Chery Group's International User Summit 2026 and confirmed to Motor.es that they are working on two key points. Real manufacturing in Spain and the internationalization of the brand.

The goal set by the Spanish leadership of EBRO is to have more and more local suppliers involved in the production process of the vehicles. However, these additions must be gradual as it is not feasible to make the change with vehicles that still have half of their commercial life ahead. This will happen as new models are added so that the entire process is profitable.

Not long ago, EBRO entered the international scene. It no longer operates exclusively in Spain. It is present in Portugal, Bulgaria, and in just a few days will open its first dealership in Croatia. Moreover, in 2027 it will officially enter Slovenia. And all this while continuing to seek potential importers for other markets.

EBRO wants to compete in the premium segment

But the Chery Group's vision for EBRO goes far beyond a brand that is only available in old Europe. The Chinese manufacturer envisions a global brand and, to top it off, with everything necessary to compete in the premium segment. Do they want to make the revived EBRO a sort of Spanish Audi? It is a very ambitious vision. "Today we are collaborating with EBRO and hope this brand can become a global brand capable of competing in the premium segment," emphasized the top executives of the Chery Group during the mentioned event.

Fernando Alonso saw his race compromised before completing the first lap. The contact with Alex Albon damaged his car, causing him to lose time throughout the race. Nevertheless, the Asturian driver describes Austin as a great weekend.

Fernando Alonso leaves Austin without points, but with good feelings and leaving a message. The Asturian driver finished the United States Grand Prix in 16th position, after a race in which he was compromised from the start.

Alex Albon collided with the Aston Martin driver during the first lap, leaving the Oviedo driver with damage for the rest of the day. Fernando threw a dart at Carlos Sainz's teammate, while also showing his satisfaction with the pace found at the Circuit of the Americas.

Alonso was affected from the first lap

Starting from 12th position, Alonso made it clear yesterday that scoring points was a complex possibility, but one he clung to. However, those options vanished completely before even finishing the first lap.

Albon attempted to overtake the Asturian in turn 11, with a late move that ended in contact and damage to car '14'. A misstep that Alonso remembered after getting out of the car. «Albon forgot that turn 11 was there and had to turn left», he commented to the microphones after the race.

The criticism of the Williams driver did not stop there. «We need to improve and get a bit higher up, because at the back of the grid the quality of the drivers is very low right now».

Aston Martin leaves Austin with heads held high

Despite this setback, the feelings this weekend have been better compared to others, such as Singapore. Aston Martin found itself in the fight and, considering the context of this season, it is something they want to highlight.

Even with the damaged car, Alonso wanted to emphasize the performance of the AMR26 at COTA, especially highlighting the degradation. «I think it has been the best race of the year by far, in terms of competitiveness. The car was very strong in the race, good tire management, we had a lot of damage in the first lap with the Albon incident and despite that, the car was still competitive».

The two-time world champion was surprised by the performance shown in the race, considering the damage the car was carrying. «I find it impressive what the car was capable of doing, I don’t know how we were able to remain competitive. We were running 12th with half a car».

The chassis of the AMR26 showed signs of improvement in Austin.

Alonso does not forget what happened in turn 11 and blames the Anglo-Thai for not scoring points, but maintains a positive outlook to close the weekend. «Maybe today we could have had a ninth or tenth position on merit, so it was a better race and a stronger race of the year, but ruined in the first lap. Despite today’s result, we take positive aspects from this weekend».